Rack tower for securing crossbars on top of a vehicle

ABSTRACT

A rack for carrying cargo on top of a vehicle includes a pair of crossbars. Each crossbar spans a pair of rails. The crossbars are connected to the rails by towers. Each tower has a claw assembly which is adjustable along two axes.

CROSS-REFERENCES TO RELATED APPLICATIONS

This is a continuation of application Ser. No. 12/490,265 filed Jun. 23,2009 issuing as U.S. Pat. No. 8,393,508, which claims priority from U.S.Provisional Patent Application Ser. No. 61/132,956 filed Jun. 23, 2008,both of which are incorporated herein by reference. Also incorporatedherein by reference is U.S. Patent Application Publication No.US2006/0273123 published Dec. 7, 2006.

BACKGROUND

Sports equipment racks for vehicles typically include a pair ofcrossbars configured to extend across a vehicle roof width-wise forsecuring recreational equipment items. Typically, each crossbar isattached to the vehicle roof via a pair of towers.

Many different types of rack towers are known, and may be configured tobe attached to a vehicle roof in any of a number of different ways. Forexample, some rack towers are configured for attachment to rain gutters.Others are designed for attachment to vehicle roof rails. Roof rails areelongate, linear, rigid structures mounted to the roofs of manyvehicles, often by the vehicle manufacturer. A vehicle with roof railstypically has two rails running in parallel at least partially along thelength of the roof. Roof rails may include a slotted track containingone or more mounts or connectors. Roof rails may be raised or flush withrespect to the vehicle roof.

One of the problems with existing towers for securing crossbars on topof vehicles is that the variability in rail configurations requiresnumerous different tower designs. This places a manufacturing and designburden on manufacturers which increases product costs. The complexity ofrail and tower designs also complicates the purchasing process forconsumers who must determine which tower design is most appropriate fora given rail configuration. Consumers typically need to select from aline of tower designs configured to fit specifically small raised rails,large raised rails, and flush rails. Reduction of the number of towerproducts required to fit the various types of vehicle roof rails is animportant objective.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a cargo rack on the roof of a vehicle.

FIGS. 2 and 3 are front views of a tower used to connect cross bars tothe roof of a vehicle.

FIG. 4 is a series of isolated schematic views taken from FIG. 2.

FIGS. 5 and 6 are partial cross-sectional views of the tower used toconnect a cross bar to the roof of a vehicle.

FIGS. 7 and 8 are partial cross-sectional views isolated from the towershown in FIG. 5.

FIG. 9 is a perspective view of an alternative tower embodiment used toconnect a cross bar to the roof of a vehicle.

FIG. 10 is a cross-sectional view of the tower embodiment shown in FIG.9.

FIG. 11 is a cross-sectional view of another tower embodiment used toattach a cross bar to the roof of a vehicle.

DETAILED DESCRIPTION

This disclosure provides numerous selected examples of invented devicesfor carrying cargo on or with a vehicle. Many alternatives andmodifications which may or may not be expressly mentioned, are enabled,implied, currently possessed, and are therefore supported by thedisclosure.

FIG. 1 shows rack 20 configured for carrying cargo on vehicle 22. Rack20 includes a pair of cross bars 24 a, 24 b. Rack towers 26 a-d clampcross bars 24 a, 24 b to roof rails 28 a, 28 b. Towers 26 a-d may beadapted to clamp cross bars onto raised rails, having a gap between therail and the roof of the vehicle, and also to flush rails which do nothave a gap between the rail and the vehicle roof.

FIGS. 2 and 3 focus on the tower portion of rack 20, particularly anadjustable claw assembly that is used to adapt the tower to clamp ontodifferent rail configurations. In preferred embodiments, the clawassembly has two parts, an upper base portion or upper claw thatattaches to the tower and translates horizontally. A lower claw or hookportion is vertically adjustable to accommodate different railthicknesses. A lower hook portion may also be replaceable to extend theadjustment range. The claw vertical position may be retained by teeth onthe upper and lower claw portions. To adjust the claw, the lower claw isrotated toward the rail until the teeth clear the teeth on the upperclaw. The lower claw may then slide up or down. When the lower claw isrotated back into place, the teeth retain the position of the lowerclaw. Clamping the tower against the bar presses the lower claw teethinto the upper claw and retains the vertical position of the hookportion. Additionally, a screw may be used to clamp together the upperand lower claws to retain the adjustment position. The screw is notessential for function but may be helpful to prevent the lower clampfrom accidentally changing positions when the tower is not mounted onthe bar.

As shown in FIG. 2, tower 26 a is used to clamp cross bar 24 a onto arail (not shown). Claw assembly 40 is shown in dashed lines, movedhorizontally. Claw assembly 40 includes upper claw or base portion 42.Base portion 42 extends into the housing of tower 26 a and is slideablein a track. Lower claw or hook member 44 is connected to base portion 42and is slideable vertically, as shown in dashed lines. Screw 46 isprovided for securing hook member 44 in a selected vertical positionrelative to base portion 42.

FIG. 3 is similar to FIG. 2 except hook member 44 has been replaced withhook member 50 in order to provide an extended vertical clampingposition. The configuration shown in FIG. 3 adds adaptation to a talleror deeper rail dimension. The curvature profile of hook member 50 isalso different from the curvature on hook member 44 which may workbetter for particular rail shapes.

FIG. 4 shows a series of two views of claw assembly 40. Base portion 42has teeth 52 which compliment teeth 54 on hook member 44. In the firstview, teeth 54 engage teeth 52, thereby fixing the vertical location ofhook member 44 relative to base portion 42. In the second view, hookmember 44 is pivoted in a clockwise direction, disengaging teeth 54 fromteeth 52, thereby allowing vertical sliding of hook member 44 relativeto base portion 42 in a track 56 in base portion 42.

FIGS. 5 and 6 illustrate mechanisms relating to horizontal positioningof the claw assembly relative to a fixed wall of a tower housing, forpurposes of securing the tower to a rail on the top of a vehicle. Inpreferred embodiments, a claw assembly horizontal position is driven bya long screw. The head of the screw may be attached to a lever and thethreads may be attached to an upper claw or base portion of a clawassembly. To clamp the tower onto a rail, the screw is turned until theclaw is loosely clamping the rail. The adjustment screw may be turned byfingers or a tool. A locking cam cover may then be raised or closed tocover the screw. When the cam cover is raised, a cam surface moves thelever which pulls on the screw. When the screw is pulled, it moves theclaw a distance, for example, a half an inch which tightens the clamp onthe side rail. Closing the cam cover may also cover a second screw thatis used to clamp the tower to the cross bar, as discussed in more detailbelow.

FIGS. 5 and 6 show details of the preferred mechanism for adjusting thehorizontal position of claw assembly 40. Horizontal movement of clawassembly 40 relative to fixed internal wall 58 allows clamping of tower26 a to a rail on top of a vehicle. Screw 60 threads into base portion42 of claw assembly 40. Head 62 of screw 60 is accessible for horizontaladjustment of claw assembly 40 when installing tower 26 a on top of avehicle. Rotation of head portion 62 of screw 60 causes lateral movementof base portion 42 in track 59 of tower 26 a. Head 62 of screw 60 iscontained in compartment 64 of tower 26 a. Pivotal lever 26 is connectedto screw 60 near head 62. In use, loose adjustment of claw assembly 40around a rail (not shown) is accomplished by manipulating head 62 ofscrew 60. Compartment cover 70 is shown in open position in FIG. 5. FIG.6 shows compartment cover 70 pivoted to a closed position whichaccomplishes at least several functions. First, closure of cover 62blocks access to head 62 of screw 60, thus prohibiting adjustment orloosening of claw 40, i.e., removal of tower 26 a from the vehicle.Further, cover 70 has cam surface 71 which engages lever 66 when cover70 is rotated to its closed position, causing the opposite end of lever66 to pull screw 60 horizontally, thus tightening claw assembly 40relative to fixed wall 58 around a rail. Lid 70, as shown, also has lockdevice 72 for locking cover 70 in the closed position to avoid theft.

FIGS. 7 and 8 show close-up cross-sectional views of another clampdevice used to secure the tower's grip on a cross bar. As shown in FIG.7, tower 26 a grips and supports cross bar 24 a. Screw 80 is threadedthrough wedge member 82. Head 84 on screw 80 may be manipulated to urgewedge 82 forward. As shown in FIG. 8, as wedge 82 moves forward it alsomoves upward toward cross bar 24 as it slides up ramp 85. Head 84 ofscrew 80 is contained in compartment 64, similar to head 62 of screw 60.Accordingly, access to screw 80 is only available when cover 70 (FIGS. 5and 6) is open.

FIGS. 9 and 10 illustrate another embodiment of a tower for securing across bar to a raised rail on the roof of a vehicle. As shown in FIG. 9,tower 110 supports cross bar 112. Dial 114 may be manipulated to alterthe length of slack on belt 116. Belt 116 is intended to loop around araised rail. FIG. 10 shows a cross section through tower 110 of FIG. 9.Belt 116 wraps around rotatable drum 118 which is connected to externaldial 114. Pawl 120 is spring biased toward engagement with teeth 122 ondrum 118. When pawl 120 engages teeth 122, drum 118 may only be rotatedin one direction (clockwise, as shown) to tighten belt 116 around araised rail. To loosen belt 116, pawl 120 must be manipulated causingrotation in a counterclockwise direction, thus disengaging pawl 120 fromteeth 122. When pawl 120 is disengaged from teeth 122 on drum 118, dial114 may be turned in a counterclockwise direction, thus loosening belt116 and enabling removal of tower 110 from a rail on top of a vehicle.Cover 124 may be opened or closed. In the closed position, cover 124prevents manipulation of pawl 120. Access to pawl 120 is provided whencover 124 is open. Screw 126 engages and interacts with wedge member 128to secure tower 110 around cross bar 112, substantially as previouslydescribed.

FIG. 11 shows another tower embodiment which combines elements ofpreviously described embodiments in a different way. Tower 150 supportscross bar 152. Drum 154 is connected to belt 156. Rotation of drum 154in a clockwise direction causes belt 156 to pull claw assembly 158toward fixed wall 159. Similar to previously described embodiments, clawassembly 158 includes base portion 160 and vertically slideable hookmember 162. Pawl 164 is spring biased into engagement with teeth 166 ondrum 154. Cover 168 may be closed or open. When cover 168 is closed, asshown, access to pawl 164 is blocked. When cover 168 is open, pawl 164may be manipulated in a counterclockwise direction, disengaging pawl 164from teeth 166 of drum 154, thereby permitting horizontal movement ofclaw assembly 158 away from fixed wall 159 so that tower 150 may beremoved from a rail on top of a vehicle. Similar to previously describedconfigurations, screw 170 engages wedge member 172 for purposes ofclamping tower 150 around cross bar 152.

The various structural members disclosed herein may be constructed fromany suitable material, or combination of materials, such as metal,plastic, nylon, plastic, rubber, or any other materials with sufficientstructural strength to withstand the loads incurred during use.Materials may be selected based on their durability, flexibility,weight, and/or aesthetic qualities.

Although the present disclosure has been provided with reference to theforegoing operational principles and embodiments, it will be apparent tothose skilled in the art that various changes in form and detail may bemade without departing from the spirit and scope of the disclosure. Thepresent disclosure is intended to embrace all such alternatives,modifications and variances. Where the disclosure recites “a,” “afirst,” or “another” element, or the equivalent thereof, it should beinterpreted to include one or more such elements, neither requiring norexcluding two or more such elements. Furthermore, any aspect shown ordescribed with reference to a particular embodiment should beinterpreted to be compatible with any other embodiment, alternative,modification, or variance.

We claim:
 1. A rack for carrying cargo on top of a vehicle, the vehiclehaving a pair of rails, the rails being substantially parallel to eachother and to the direction of vehicle travel, the rack comprising: apair of crossbars, each crossbar having a pair of towers for mountingthe crossbar on the rails of the vehicle, each tower including a clampdevice, the clamp device having a fixed wall and a claw assembly that isslideable in a first track back and forth relative to the fixed wall, ina direction parallel to the crossbar, each claw assembly having a baseportion connected to the first track, the base portion having a secondtrack substantially perpendicular to the first track, and a hook memberthat is slideable along the second track to adjust a separation of thehook member from the first track.
 2. The rack of claim 1, wherein thehook member has teeth that engage a corresponding array of teeth on thebase portion to fix location of the hook member in the second track. 3.The rack of claim 1, further comprising: each clamp device having ascrew member engaging the base portion, the screw member being parallelto the first track and having a head for manipulating the screw member,rotation of the screw member causing movement of the base portion alongthe first track, relative to the fixed wall.
 4. A tower for connecting acrossbar to a rail on top of a vehicle comprising: a clamp device havinga fixed wall and a claw assembly that is slideable in a first track backand forth relative to the fixed wall, in a direction parallel to thecrossbar, the claw assembly having a base portion connected to the firsttrack, the base portion having a second track substantiallyperpendicular to the first track, and a hook member that is slideablealong the second track to adjust a separation of the hook member fromthe first track while the claw assembly remains at the same position inthe first track.
 5. The tower of claim 4, further comprising: a screwmember engaging the base portion, the screw member being parallel to thefirst track and having a head for manipulating the screw member,rotation of the screw member causing movement of the base portion alongthe first track, relative to the fixed wall.
 6. The tower of claim 5including a housing having a compartment containing the head of thescrew member, and a pivotal cover blocking access to the head of thescrew member when the cover is closed, and permitting access to the headof the screw member when the cover is open.
 7. A tower for connecting acrossbar to a rail on the top of a crossbar comprising: a housing havinga crossbar gripping portion and a fixed wall descending below thecrossbar gripping portion, and a hook member being moveable relative tothe fixed wall, to operatively position the hook member independentlyalong a first axis and a second axis, wherein the housing supports atrack extending parallel to the second axis and transverse to the firstaxis, and wherein the hook member is slideable in the track to move thehook member along the second axis.
 8. The tower of claim 7, wherein thefirst axis is substantially perpendicular to the second axis.
 9. Thetower of claim 7, wherein the crossbar gripping portion is configured togrip a crossbar in an orientation substantially perpendicular to therail, the first axis being substantially parallel to the crossbarorientation.
 10. The tower of claim 7, wherein the first axis issubstantially perpendicular to the rail.